Smoke-conveyer



2 Sheets-Sheet 1'.

(N0 Model.)

G. E. BELL. SMOKE GONVBYER.

U Y@ m L m @QG m Patented Apr. 12, 1892.

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v(No Model.) 2 sheetssheet 2.

'- G. E. BELL.

2 SMOKE CONVBYER.

No. 472,650. Patented Apr. 12, 1892.

C I' (i UNITED STATES PATENT OFFICE.

GEORGE ELLSVORTH BELL, OF WEST SOMERVILLE, MASSACHUSETTS.

SMOKE-CONVEYER.

SPECIFICATION forming part of Letters Patent No. 472,650, dated April 12, 1892.

Application tiled August 20, 1891. Serial No. 403,212. (No model.)

To all whom it may concern,.-

Beit known that I, GEORGE ELLsWoETH BELL,a citizen of the United States, residing at West Somerville, in the county of Middlesex and State of Massachusetts, have invented a new and useful Smoke-Conveyer, of which the following is a specification.

My invention relates to smoke and spark conductors; and it has for its object to conduct the smoke and sparks from the smokestack of a locomotive, so that the disagreeable effects of having the smoke and cinders getting into the cars through the doors and windows are avoided; and it has for afurther object to provide a conductor whereby the large cinders are caught and conducted back to the tender of the locomotive to be reburned,th us saving and utilizing what would otherwise be but waste material, and at the same time conducting off the smoke and finer sparks; and with these objects in View the invention oonsistsin providing the locomotive and cars with tubes for conducting the smoke and sparks over the train and discharging the same at the rear thereof, and which is provided with vnovel connections and arrangements, hereinafter more fully described, illustrated, and claimed.

In the accompanying drawings, Figure l is a side elevation of a locomotive anda car provided with a smoke and spark conductor constructed in accordance with my invention. Fig. 2 is a longitudinal sectional view of the same removed from the train. Fig. 3 is a top view of a locomotive smoke-stack provided with a clamping device constructed in accordance with my invention. Fig. 4 is a front View of one end of the flanged conductingtube havin g the clam ping-framelocated there over. Fig. 5 is a plan view of the meeting faces of the opposing sections of the conducting-tubes at their joints. Fig. 6 is an enlarged elevation of the smoke-stack coupling frame. Fig. 7 is a similar view of the main conducting-tube coupling frame.

Referring to the accompanying drawings, A represents the main conducting-tubes,which are secured upon the locomotive and tender and each separate car, respectively, and one section is secured upon or over the top of the locomotive and tender by means of the rods a, supporting the circular clamps or bands a', en-

circling said tube or pipe and securely holding it in its position over and upon the locomotive and tender. T he front end of the section of piping over the locomotive and tender is provided with the fiange (z2/that is adapted to be jointed by means of suitable bolts a3 with the flanged section a4, which carries the short section of iieXible tubing B, that is adapted to be removably connected to the smoke-stack of the engine. Said flexible section is constructed of any suitable material, preferably of asbestus, as being the best fireproof materiahantl is provided at its free end with the cap ZJ, which is provided with a flange b', having an inner beveled face b2, and a series of perforations blocated in its front engaging face. The said fiange is further provided with afacing of asbestos Zor other suitable material that is designed to make a secure and smokeless joint between the same and the opposing flange or shoulder C, which is securely riveted to 4the smoke-stack of the engine and is itself provided with an inner beveled face c and a series of lugs or pins c2, that when the two opposing shoulders or iianges meet are adapted to engage the recesses or perforations in the shoulder or ange secured to the flexible tube B, and thus firmly and accurately hold the Aktwo iianges, exactly registering with each other, while the saine are clamped and held together by means of the clamping device, also secured to the locomotive smoke-stack.

Secured around the smoke-stack below the flange C, riveted thereon, is the encircling band or clamp D, to which is secured a series of supporting-rods d, diverging therefrom and supporting the double horizontal rectangular frame E, which encircles the said flange or shoulder secured to the smoke-stack. The said frame consists of the parallel rectangular frames e and e', respectively connected together by the corner bars or blocks e2, and accommodate the opposite clamping-levers F, pivoted horizontally within said frame to opposite sides of the same and are provided with the beveled engaging faces f, that when the two engaging flanges or shoulders on the smoke-stack and the supplemental tubing, respectively, meet are adapted to be pressed upon the beveled face of the removable shoulder or flange, and thus securely hold the two IOO together and make a smokeless join t, the said levers being held in their locked position b y the pivoted dogs f', pivoted to the sides of the frame and adapted to be thrown back of said levers, and thus hold the same in engagement with the beveled ilangc or shoulder, against which the saine bears. When the cars are disconnected, the said section or flexible tubing, as can readily be seen, may be easily detached from the smoke-stack, and may be conveniently supported upon the front supporting-rods a., as illustrated in dotted lines, in any suitable manner, and thus permit the smoke and other gases to escape in theusual manner. The section of piping located over and upon the locomotive and tender is further provided with the longitudinal shafts G, suitably journaled in boxes g at both ends of the pipe and in the center thereof and accommodate the revolving screw conveyers Il, securely mounted ou said shafts and adapted to revolve therewith. The action ot the heat and the force of the smoke and gases omitted from the smoke-stack cause the said spirallyarranged conveyers to revolve, and while leaving a free and uninterrupted passage to the smoke and other gases it breaks the force and flight of the heavy cinders and causes the same to fall down upon the bottom of' the tube, and the motion of said eonveyers will carry the said cinders along to near the end of said section ot` piping located over the ten der and discharge the same through the dischargetube I, communicating with the inner end of said pipe A and with the tender therebeneath, into which the said cinders fall and may be utilized again.

The inner end of the section of tubing located over the locomotive and tender terminates in a shoulder or flange K, having an inner beveled face, as k, and a series of perforations k', located upon its flat engaging face and designed to make the coupling with the other sections of piping in substantially the Inanner as the coupling made with the section of flexible tubing B, with the perforated flange secured upon the smoke-stack. Vertically supported around said flange K is the coupling or clamping frame L, suitably and rigidly supported in its position over the in- 11er end of the section of piping by means of the supporting bars or rods l and is of substantially the same construction as the clamping-frame E, secured horizontally around the flange riveted to the smoke-stack, and to which the joint or coupling is made. Said rectangular frame comprises the parallel frames f2 and Z3, respectively, and are connected together by the corner-bars Z4 in the same manner as the frame E referred to. The said frame is also provided with the vertically-extending and laterally-operating clamping-levers Z, which are pivoted at ZG to, opposite sides of' one of the rectangularframepieces comprising the coupling-frame, and are also provided with the beveled edge Z7, adapted to take over the beveled face of the engaging shoulder of the jointed sections ot' piping and are adapted to be operated by the supplemental handles or levers M, removably connected with the top of said levers, which when thrown into engagement with the coupled shoulders are held securely in such locked position by means of the pivoted locking-pawls m, corresponding to the locking pawlsf previously described and operating in a manner similar thereto.

Each section of piping secured longitudinally1 along the top of the cars is suitably secured thereto by means of the encircling bands a, which are rigidly secured to the top of the car, and each of said sections terminates at each end in the engaging shoulders N, corresponding to the other flanges previously described, and the same are also provided with the inwardly-beveled edges or faces n and a series of perforations n', located upon the engaging face of said flange to receive the coupling-pins of the section joined thereto. Encircling each of the flanged vends of the conducting-pipe are the herein-described clampingrames L, suitably secured to thc top of the car and braced thereon by means of the braces Z, being otherwise identical with the described frames. \Vhen the train is made, the disconnected portions of the conducting-tube are connected togetherin a con tinuous tube by means of the flexible sections O, comprising a spiral spring o, covered over with thecoveringo, of asbestus orothcrsimi lar tire-proof material, which allows for the turning of curves andthe vibrating motion of the cars. The ends of said flexible sections O are provided with caps 02, terminating in coupling-flanges o3, provided with inner beveled edges or faces o4, and a series of couplingpins ci, located upon their flat engaging faces and adapted to engage the perforations or recesses in the flanges of the stationary section of piping, and when in engagement therewith are held securely thereto and in position therewith by means of the clamping-levers secured within the stationary clamping-frame encircling the jointed section. lfVhen the cars are disconnected, one end of said flexible connections O maybe left in its locked position with the stationary tube or pipe along the top of one of' theca1's,\vl1ile its released end may be inserted within the flanged retaining-plate P, secured to one end of the car and provided with the thumb-screw p, that is adapted to engage the flange of' the cap in the end of' the flexible section and hold the same therein. The extreme end of the conducting-tube upon the last car is provided With a supplemental discharge-outlet Q, provided with the usual engaging flange and coupled to the end of the discharge-tube by the clamps in the same manner as described. As it has already been stated in one place that asbestus packing was used upon the engaging face of the clampingflange upon the s1noke-stack,si1nilar packing or facings R are placed upon each of the coupling-flanges to insure a tight and smoke- IOO IIO

less joint between the coupled ends of the section of the conducting tubes or pipes.

The construction and operation of the herein-described smoke and sparkconductor are now thought to be apparent.

Having thus described my invention, what I claim, and desire to secure by Letters Patent, is-

l. In a smoke-conductor, the flue or pipe detacliably connected with the smoke stack of a locomotive and a revolving screw-conveyer joiirnaled within said flue or pipe, substantially as set forth.

2. In a smoke-conductor, the flue or pipe provided with a flexible section adapted to removably engage the top of the smoke-stack and a revolving screw conveyer journaled within said pipe, substantially as set forth.

3. In a smokeconductor, the flue or pipe provided with a flexible section adapted to removably engage the smoke-stack of a locomotive, a revolving screw cinder-conveyer journaled Within said pipe, and a dischargetnbe connected with the inner end of' said pipe and at the inner terminal ot' said conveyer, substantially as set forth.

4. In a smoke-conductor, a conducting-tube located above the top of the frame, the flexible section of' tubing secured to the front end of said pipe and provided With a cap or flange,

a corresponding flange rigidly secured to the smoke-stack of the locomotive, and means for clamping said cap or flange to the flange upon the smoke-stack, substantially as set forth.

5. In a smoke-conductor, the combination of a main conducting tube or flue, the ilexible section of tubing rigidly secured to the frontend of said flue and provided with a cap or flange, a corresponding flange rigidly secured to the smoke-stack of a locomotive, a double rectangular frame horizontally supported upon the smoke-stack and around the flange thereon, and clainping-levers pivotally secured within said ,frame and adapted to engage said flanges together, substantially as set forth.

6. In a smoke-conductor, the combination of the main conducting tube or ilue, the flexible section of tubing rigidly secured to the front end of said flue and provided with a cap or flange, a corresponding flange rigidly secured to the smoke-stack, a double rectangular frame horizontally supported upon the smoke-stack and around the flange thereon, locking-levers pivotally secured within said frame and adapted to engage said jointed flanges, and pivoted dogs secured to said frame and adapted to hold said levers in their locked position, substantially as set forth.

7. In a smoke-conductor, the combination of the main conducting tube or flue, the

flange rigidly secured to the smoke-stack and provided with a series of circular perforations or recesses adapted to be engaged by said coiipling-pins of the opposing flange, a clamping-frame, and locking-levers pivoted Within said frame and provided with beveled edges adapted to engage the beveled edges or faces of said coupled flanges, substantially as set forth.

S. In a smoke-conductor, the combination of the tube or flue provided with arevolving screw conveyerand discharge-tube connected therewith, the flanges located at each end of the conducting-tube and provided with beveled edges or faces and av series of perforations or recesses in the engaging faces thereof, the flexible supplemental connecting section provided with caps or flanges having the beveled edges, and a series of coupling-pins adapted to engage the perforations of said stationary sections, a clamping-frame, and the beveled locking-levers pivoted Within said frame and adapted to engage the beveled edges or faces of the coupled flanges, substantially as set forth. i

9. In a smoke-conductor, the combination, with the connecting-tubes having the recessed flanges, of the supplemental flexible connecting-sections comprising a lire-proof cloth-covered spiral spring and provided with caps or flanges having inwardly-beveled edges, and a series of pins projecting from the engagingfaces thereof, adapted to couple with said recessed stationary flanges, and a clampingframe and levers adapted to removably couple said flanges together, substantially as set forth.

lO. In a smoke-conductor, the combination, with the conducting [lues or pipes having the registering and engaging [lan ges, of the clamping-frame supported around said flanges, the same comprising parallel rectangular frames spaced and held apart by connecting-bars, beveled locking-levers pivotally secured within Aand to opposite sides of said flange, and locking-dogs pivoted to opposite sides of said frame and adaptedto engage said lockinglevers, substantially as set forth.

In testimony that I claim the foregoing as my ownIhave hereto affixed my signature in presence of two witnesses.

GEORGE ELLSWOR'IH BELL.

Witnesses:

WILLIAM T. GIFFORD, MILTON L. TUKESBURY.

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